Transmission



Nov. 20, 1951 F. R. MGI-ARLAND` TRANSMISSION 5 Sheets-sheet 1 Filed Aug.14, 1946 Nov. 20, 1951 F. R. MCFARLAND TRANSMISSION 5 Sheets-Sheet 2Filed Aug. 14, 1946 IILIIMLIIM nmlnmll 3,855

Nov. 20, 1951 F. R. MCFARLAND 2,575,522

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assignor to Packard Motor Car Company, Detroit, Mich., a corporation ofMichigan Application August 14, 1946, SerialrNo. 690,517

14 Claims. 1

This invention relates to motor vehicle transmissions and control meanstherefor.

The invention pertains generally to transmissions of the planetary geartype and having a brake device adapted to coact with a reaction memberfor establishing geared drive and a clutch device adapted t'o lock thegearing for unitary rotation'for establishing direct drive. Shiftmechanism, conditioned by the driver, is provided for connecting anddisconnecting the driven and the tail shafts for forward or reversedrive or neutral.

An object of the invention is to provide a transmission in which thebrake device is not fully released until the clutch device issuiiiciently engaged to take up the motor torque upon shift-up from thegeared drive to direct drive, while quicker release of the brake deviceis effected when the driver is lmaneuvering the vehicle and geared driveis disestablished without establishing direct drive.

Another object of the invention is to provide the transmission withfluid operated means so controlled that the driven shaft is heldstationary until after the driven and tail shafts are connected forforward or reverse drive.

Another object of the invention is to provide a pressure fluid. systemsupplied with iiuid from pumps driven by the engine and the wheels ofthe vehicle, and having means disconnecting the wheel driven pump fromthe engine driven pump when the vehicle is standing still and the engineis running. Another object of the invention is to automatically lock theshift mechanism against operation while it is in forward position andthe vehicle is in motion.

Another object of the invention is to provide improved valve controldevices for the brake device and clutch device.

Another object of the invention is to provide a transmission of thecharacter referred to with means for automatically effecting directdrive, a device operated at the will of the driver for overruling suchmeans to effect step-down from direct drive to geared drive, and means,responsive to the speed of the vehicle, for preventing such step-downunder the control of said device when the vehicle is traveling above acertain high speed.

Other objects of the invention will appear from the` followingdescription taken in connection with the drawings, which form a part ofthis specication, and in which:

Fig. 1 is a longitudinal sectional view of a transmission embodying theinvention;

Fig. 2 is a fragmentary view of the shifter mechanism looking from theinside of the transmission toward the outside;

Fig. 3 is a horizontal sectional view of the transmission with part ofthe casing shown in full and with the section taken on the central axisof the transmission;

Fig. 4 is a rear end elevation of the transmission lwith parts brokenaway to show certain valves and the shifter locking device in verticalsection;

Fig. 5 is a horizontal sectional view of the speed and vacuum controldevice taken substantially on the axis of the device;

Fig. 6 is a transverse sectional view of the geared drive controldevices taken substantially on line 6 6 of Fig. 1;

Fig. '7 is an elevational view, largely diagrammatic, of portions of amotor vehicle, showing the general arrangement of some of the controldevices of the transmission; and

Fig. 8 is a diagrammatic and partly sectional view of the control systemfor the transmission.

Referring to Figs. 1 and 3 of the drawings, the transmission is housedin a casing comprising sections I5, |3 and I1, the forward section I5being secured to the rear wall |8 of a conventional internal combustionengine provided with the usual crankshaft I9 (Fig. l). A uid coupling ishoused in the casing section I5 and comprises an impeller carryingmember 2D, secured by bolts 2| to the rear end of the crankshaft, aprimary runner 22 with its power or drive shaft 23, and a secondaryrunner 24 splined to a sleeve drive shaft 25 concentric with the shaft23. A one-way clutch 26 provides a driving connection between the runner22 and a sleeve 21 splined to the shaft 23. A sleeve shaft 29 telescopesshaft 25 and has a hub 30 splined on its forward end. Fixed to theimpeller carrying member are two plate members 3| and coil springs 32are disposed in recesses in the hub 3U and plates 3| to provide aflexible driving connection between the impeller and'sleeve shaft 29.

Change speed gearing, housed within the casing section I6, is preferablyof the planetary type and provides a plurality of different gear ratios.The planetary gearing includes drive gear 34 fixed on shaft 23, drivegear 35 fixed to shaft 25, driven gear 36 and planetary gears 31', 38and 39 meshing with gears 34, 35 and 36 respectively. The planetarygears 31, 38, 39 are rotatably mounted on a pin 4| fixed to a carrier42, it being understood that there may be more than one of these groupsof gears 31, 38 and 39 and their supporting pins 4|.

' lower speed gear train drive.

The driven gear 35 is fast to the forward end oi' sleeve shaft 43. Tailshaft 44 is in axial alignment with the shaft 23 and extends into thesleeve shaft 43. Shift mechanism housed in the casing section |1 isadapted to connect the shafts 43 and 44 for forward or reverse drive.This mechanism includes a sun gear 45 splined on the rear end of theshaft 43. When the sun gear is shifted toward the right, as view in Fig.1, internal clutch teeth 45 on the sun gear are moved into mesh withsplines or teeth 45 on the tail shaft so that the vehicle may be drivenforwardly. When the carrier 42 is not restrained against rotation, itwill be driven freely in a direction reverse to that of the shafts 23and 25 and no drive will be transmitted to the shaft 43. Gears 34, 31,39 and 35 comprise the low speed reduction gear train and gears 35, 30,39 and 35 comprise the higher or intermediate speed reduction geartrain. When the carrier 42 is held stationary by brake device 50. to belater described, torque will be multiplied through the low speed gears34 and 31 or the intermediate speed gears 35 and 38. depending uponwhich of the runners 22. 24 is effective. The primary runner 22 iseffective to drive power shaft 23 and the low speed gear train duringlow speed operation of the uid coupling, and at some increased speedoperation of the coupling secondary runner 24 takes over the drivethrough the shaft 25 and the intermediate speed gear train, the clutch25 then permitting overrun of the primary runner. Thus either low orintermediate gear ratio is established automatically when the carrier 42is restrained from rotation by the brake device 50. Drive through eitherof the train gears is called geared drive."

The brake device 50 (Figs. 1 and 6) includes a brake band and aforwardly extending shell 52 on the carrier 42, the shell forming areaction .member against which the brake band is applied to hold thecarrier stationary. One end of the brake band 5| is anchored to thecasing section I5 and the band is adapted to be engaged with or releasedfrom the reaction member 52 by an actuator device 54 through piston rod55 and lever 55. The brake is applied only when geared drive through theplanetary gear is to be established. The brake control means will bedescribed later.

Housed within the shell 52 on the carrier is a friction clutch 54 which,when applied, eifects high speed or direct drive through the planetarygearing. The clutch includes clutch plates 55 slidably splinedalternately to the shell 52 and to clutch hub 55, which latter issplined to the rear end of the sleeve shaft 29 driven by the shaft |9and through the impeller carrying member 20.

. Coil springs 51 normally hold a pressure plate 55 towards the left(Fig. 1) so that the plates 55 are disengaged. The plates are engagedthrough means of fluid operated pistons 55 slidably mounted in pressurechambers 10.

When the clutch 54 is engaged, the carrier is driven directly by theimpeller carrying member 20 thereby imparting rotation to the gear 39bodily about the axis of the carrier, thus rotating the gear 35, so thatpower will flow from the carrier through the planetary gears to thesleeve shaft 43. At the same time the fluid coupling speed is such thatthe primary rotor 22 will be driving shaft 23 and thus impart rotationto the This two-path drive will cause rotation of the sleeve shaft 43 atsubstantially the same speed as that of the crankshaft.

asiatica the splines 45. When the carrier 12, with the sun gear 45, isshifted to the left, as viewed in Fig. 1, brake teeth 15 on the carrierare moved into engagement with internal teeth 15 on an abutment ring 15secured by bolts to the rear wall of the casing section |5. Thus thecarrier is held stationary so that the drive from the sun gear 45 toring gear 14 through planetary gears 13 will' rotate the tail shaft 44at a reduced speed and in a reverse direction relative to that of shaft43.

When the engine is running and the shift mechanism is in neutralposition, a synchronizer brake 19 is eifective to hold the shaft 43stationary and thus prevent clash of teeth 45 with splines 48 or ofteeth 15 with teeth 18 when the sun gear and carrier 12 are shifted intoforward or reverse drive position; Brake plates 8|, positioned withinthe ring member 16, are splined to the sleeve shaft 43 and areengageable with the member 15 by means of a piston 82 which is fluidactuated against the action of springs 83. With the brake 19 applied,the sleeve shaft 43 is held stationary and hence there is no rotation ofteeth 45 or 15 while being shifted into engagement with splines 40 orteeth 18, respectively, to effect forward or reverse drive.

The carrier 12 and sun gear 45 are shifted into forward or reverseposition through a fork (Fig. 3), the arms of which engage in a groove11 in the carrier 12. The fork 85 is fast on shift rail 86, having aslot 88 (Figs. 2 and 3) into which extends an arm 81 xed on shaft 9|(Fig. 7). An arm 89 external of the casing |1 (Fig. 7) fast on shaft 9|is connected by a link 90 and other suitable connections (not shown) tothe lower end of a rod which is arranged adjacent the steering wheelcolumn 95 and has a handle 91 for operation by the driver. The shiftrail 85 is mounted in a valve and actuator sleeve 99 (Fig. 3) axiallymovable in a bore in casing section |1 and the left hand or valve end|00 of the rail is axially movable in sleeve |0| fixed in casing section|5.

The synchronizer brake 19, the reaction or geared drive brake 50 and thedirect drive clutch 54 are controlled by a fluid system which has aplurality of valve .control devices, the system being showndiagrammatically in Fig. 8. A pump |04 of conventional design (Figs. 1and 8) has a stationary gear |043 and a movable gear |04b the latterbeingv driven from the sleeve shaft 29 of the impeller 20. A like pump|05 has its movable gear |05b driven from the tail shaft 44. These twopumps circulate the fluid through the system under suilicient pressureto operate the synchronizer brake 19, reaction brake 50 and direct driveclutch 54. The pumps |04 and |06 draw fluid from the bottom of thecasing section I5 through a common screen |01 and passages |08 and H0,respectively. The pump |04 delivers fluid to main delivery passage |09and pump |05 to delivery passage Suitable relief valves |02 and |03(Figs. 4 and 8) are associated with the outlets of the pumps |04 and|05, respectively, to limit the pressure in the delivery passages. Acheck valve H2 is interposed between passage and a branch passage ||3leading from the main delivery passage |09. Valve ||2 is uted as at ||2aso that fluid from passage ||3 may bleed to the ends of the valve. Whenthe car is standing still, at which time there is no pressure in thepassage the valve H2 is held closed initially by a spring and by uidpressure in branch passage ||3, so that the pump |06 is shut off fromthe fluid pressure created in the passage |09 by pump |84 and there isno leakage through pump |06. When the car is in motion, however, thepressure of the pump |06 will hold the valve ||2 open to connect thedelivery passages of the two pumps, if the pressure of pump |06 isgreater than that of pump |04 by amount equal to the pressure f spring||9b.

The valve and actuator sleeve 99 has a peripheral groove (Fig. 8), anarrow portion of which is adapted to register with the branch ||3 and awider or elongated portion ||5a of which is adapted to register withpassage ||6 leading to the synchronizer brake device 19. A coil spring||1 is compressed between one end of the sleeve 99 and a collar on theadjacent end of the shaft rail 06 and a coil spring 8 is compressedbetween the opposite end of the sleeve and the hub of the arm 85. Withthe shift mechanism in neutral position, as shown in Fig. 8, the valvesleeve 99 is held in its central position by the springs which arebalanced, and the groove ||5 is in registry with passages ||3 and ||6,so that pressure fluid causes engagement of the synchronizer brake whichthen holds the sleeve shaft 43 against rotation.

The end of the shifter arm 81 extends into the upper portion of a slot||9 (Fig. 2) in the valve sleeve 99 and as this portion of the slot isnarrower than the central portion of the slot 88, in the shift rail 86,when the arm 81 is rocked fore or aft by the operator the sleeve valvewill be shifted ahead of the rail. Upon such movement, the narrowportion of the groove ||5 is shifted out of registry with the passage||3 to shut off fluid iiow to the synchronizer brake and the widerportion ||5a of the groove is shifted to vent the passage ||6 to thecase |1 at |20 or |2|, depending upon the direction of the shift, thuspermitting release of the synchronizer brake. When the sleeve valve 99is shifted to the right or left from neutral position (Fig. 8) eitherspring ||1 or ||8 will be compressed to shift rail 86 to engage theforward or reverse clutch or brake teeth (45 and 48 or 15 and 18) justprior to the venting of the synchronizer brake. In the event the clutchor brake teeth abut when the shift is made, the

' compressed spring will complete the shift upon slight rotation of thereleased shaft 43, so that engagement of the clutch or brake teeth willbe accomplished without clash.

A spring pressed detent |21 (Fig. 3) is adapted to engage lightly innotches |21a formed in the outer side of the valve sleeve 99 to retainthe shift mechanism in neutral, forward or reverse.

The shift rail 86 also serves as a primary valve for controlling flow inthe fluid system through branch passage ||4 and passage |22 (Fig. 8) todirect drive valve control device |23 and geared drive valve controldevice |24. Sleeve l0|, supporting the valve end of rail 86, is providedwith ports aligned with passages I4 and |22. The rail is provided withpassages or grooves |25 and |26 adapted to register with the ports inthe sleeve |0| when the shift rail 86 is in forward or reverse position.Thus when the rail is in neutral position, the fluid system is shut offfrom the valve devices |23 and |24 but the system is open to thesedevices when the rail is in forward or reverse position.

Passage 22 connects with passage |28, which leads to port |29 in valvesleeve `|3| of control device |23 and to port |30 (Figs. 6 and 8) invalve sleeve |32 of control device |24. Passage |33 connects port |34 inthe valve sleeve |3| with a port |35 in the valve sleeve |32.

The valve device |24 controls operation of the geared drive brake 50.Within the sleeve |32 is a valve member |38 which is under the controlof a spring |39 (Figs. 3, 6 and 8) and pressure in the engine fuelintake manifold |40 (Fig. '1). A diaphragm |4| is clamped between thesleeve |32 and a cap |42 which houses the spring and provides a chamber|43 adapted to be connected by a conduit |44 to the intake manifold |40.The valve member |38 is connected to the diaphragm and the spring |39normally urges the valve member towards the left. as viewed in Fig. 8,to open position. Associated with the valve member |38 is a second valvemember |46 positioned between the valve member |38 and a xed disk |41which closes one end of the valve sleeve |32. The member |46 (Fig. 6)has a hollow cylinder portion |48 fitting in a bore in the valve member|38 and a coil spring |49, located within the portion |48 and the boretends to hold the member |46 with its projections |50 in engagement withdisk |41.

When the engine is idling, the chamber |43 is open to thesub-atmospheric manifold pressure in the manifold |40 through a. valve|54 (Figs. 7 and 8) in the conduit |44 and such pressure is suiiicientto overcome thespring |39 and cause the valve member 38 to move to theposition wherein it closes a passage leading to the brake operatingmechanism (to be hereinafter described), as shown in Fig. 8 whichillustrates the system in neutral position with the engine idling. Thethrottle |51 is operated through connections, including lever |58 (Fig.'1) by the accelerator pedal |60. Upon depression of the latter, cam|56, which is moved with the lever |58, shifts the valve |54 against theaction of its spring |6| to close the connection with the manifold andvent chamber |43 to atmosphere through vent |62. Thus, with the engineidling and the vehicle standing still,

the brake control valve |24 is ineffective to hold the planetary gearcarrier 42, but when the shift rail 86 is rst moved to forward orreverse. position and the accelerator is then depressed, the valve |54is closed and the chamber |43 vented to the atmosphere, whereupon thespring |39 shifts the valve member |38 from the position shown in Fig. 8toward the right to the position wherein it opens the aforesaid passageleading to the brake operating mechanism, in which condition it isillustrated in Fig. 6.

Associated with the valve device |24 is the compound piston and valvedevice 54 (Figs. 6 and 8) forming part of the means for actuating thebrake 50. Mounted in cylinder |65, formed in the casing section I6, is asleeve piston |66 having a flange |61 sealing off chamber |68 in the endof the cylinder |65 from chamber |69` around the sleeve portion of thepiston |66. The chamber |68 is connected by passage |1| with a port |12in the valve sleeve |32 and chamber |69 is connected by passage |13 to aport |14 in the same sleeve. The valve member |38 has flanges |10 and|10a so that either passage |1I'or |13, depending upon the position ofthe valve member, may be connected with the port |30 and passage |28.With the engine idling and the vehicle standing still, the valve member|38 is in its right-hand position, as shown in Fig. 8, passage |28through port |30 then being open to Y passage |13 and closed to passage|1|. Piston member |16, connected to the brake operating rod 55, isslidably mounted in the sleeve piston |66. A valve |15 is mounted forslidable movement in the right-hand end (Fig. 8) of the sleeve piston|66 and the 'piston member |16. A spring |80 normally holds the valve|15 against a stop ring |11 and the piston member |16 against a stopring |18, these stop rings being carried by the sleeve piston |66. Withthe parts in such condition, the left-hand end (Fig. 8) of the pistonmember |16 is spaced from an interior flange |19 on the sleeve piston|66 and space |8|, between the flange |19 and the adjacent end of thepiston member |16. is open to ports |82 in the piston |66. At the sametime radial ports |83 in the valve |15 are out of communication with thespace |8I, and the flange |61 on the sleeve piston |66 engages aprojection |84 (Fig. 6) on the case so that the chamber |68 is always incommunication with the passage |1|. 'Ihe piston member |16 has ventopenings |85 in its end which is fixed to the rod 55.

When the shift rail 86 is in forward or reverse position and the engineis idling, the valve |38 is in the position shown in Fig. 8, anduidpressure is supplied from the pump |64 through passages ||l9 and |28 andthe valve |38 to the cham'- ber |69, which at such time has no outlet asthe space |8| and ports |82 are closed by the valve |15. When theaccelerator is depressed. the valve |54 is operated to close the chamber|43 to the intake manifold |40 and open it to the atmosphere, whereuponthe spring |39 moves the valve |38 to its open position as aboveexplained and as shown in Fig. 6. Thereupon the flange |10 of the valvecloses the port |14 and the passage |36 is opened to the passage |1| andthe fluid pressure causes uid to flow into the chamber |68 to move thecompound piston and valve device (|66, |16, |15) to the right to applythe geared drive brake 59, as shown in Fig. 6.

As the pressure fluid in chamber |69 is trappedl by the closing of theport |14, this fluid flrst opposes movement of the sleeve piston |66 tothe right (Fig. 6) and the fluid flowing through the/Y the piston member|16. Thereupon the pressure in the chamber |68 moves the sleeve piston|66 and the valve |15 rapidly toward the right and this movement throughthe spring |80, piston member |16 and operating connections to the brakecauses initial but light engagement of the brake band 5| with thereaction shell 52. The reaction of the engaged band is transmitted backthrough the connections to the piston member |16 so that furthermovement of the piston |66 toward the right (Fig. 6) relative to themember |16 progressively reduces the escape area of the ports |82resulting in slowing up of the travel of the piston |66. Near the end ofthis travel, the flange |19 abuts against the left-hand end of thepiston member |16 so that the piston sleeve |66 acts positively on thepiston member and the band brake is fully and firmly engaged with theshell 52. Thus the arrangement is such that the brake is operated in twostages. The initial light engagement is rapid and the ilnal firm en- 75gagement is effected at a reduced speed. thus avoiding harshness andnoise.

With the geared drive brake 50 applied, the lower speed or intermediatespeed is established, as above described. When shift-up `to direct driveis established, which occurs approximately at a vehicle speed of fifteenmiles per hour, for small throttle opening, the -geared drive brake isreleased and thedirect drive clutch 64 is actuated. To this en the valvedevice |23 is operated under the co binedinuence of the vehicle speedand sub-atmospheric pressure in the intake manifold. The valve device|23 and its control means will be described later. It will suffice forthe present to state that, upon shift` up from geared drive to directdrive, ports |29 and |34 in the valve sleeve 13| are placed incommunication with each other resulting in fluid pressure flowing frompassages l |22 and |28, through ports |29 and |34 and passages |33 and|36 to the chambers 10 resulting in operation of the clutch 64. Thefluid also flows from the passage |33 through port |35 into theleft-hand end (Fig. 8) l of the chamber in the valve sleeve |32 and thepressure moves the valve members |38 and |46 to the right as a unitagainst the action of the springs |39 and |49. The port |30 is thenclosed to passage |1| but open to passage |13 so that fluid flows intothe chamber |69, thus forcing the piston sleeve |66 and associated partsto the right to release the brake 50. With the valve members |38 and |46in their right-hand position, groove |5|, formed in the periphery of theflange of member |46, is in registry with vent openings |52 (Figs. 3 and8) so that the oil under pressure in the chamber |68 is vented into thecase. As the groove |5| is restricted in size, however, the fluid in thechamber |68, while being vented, is under some pressure so that there isgradual release of the brake and at no time is the brake fully releasedbefore the clutch 64 is sufficiently engaged to take over the motortorque. Thus racing of the motor is avoided during the change fromgeared drive to direct drive.

At the same time the brake releases sufficiently p fast so that theclutch 64 is not fully engaged while the brake band is undulyrestraining rotation of the carrier 42. This action is alsoimproved bythe fact that the capacity of the brake to act as an abutting member forthe gear drive reaction is approximately twice that of a brake memberattempting to delay the action to the clutch. The difference in brakingcapacity is brought about by the fact that the brake is slipping duringengagement of the clutch and the torque of the clutch is in oppositionto the torque producedby the brake. Due to the respective torquesinvolved. this action is still of sufficient capacity to handle geareddrive when the motor is used as a brake, as when the vehicle is goingdown a steep grade.

The valve sleeve I3| (Figs. 3 and 8) of the control device |23 has twovalve chambers |9| and |92 connected at their adjacent ends by passage|33 formed in the sleeve. Associated with the chamber |9| are thepreviously mentioned ports |29 and |34 communicating with passages |28and |33, respectively. Valve |96 in the chamber |9| is normally held inits right-hand position, as shown in Fig. 8, by spring |91 compressedbetween the closed end of a bore in the valve and a fixed plate |98having vents 200. With the valve in such position, the passage |33 isopen to the vents 206.

Positioned in the valve chamber |92 is the 9 valve |99 having a widegroove 20|. The valve is attached to a diaphragm 202 and a spring 203normally holds the valve inits left-hand position as shown in Fig. 8with the wide groove 20| placing port 204 in communication with thepassage |93. A vent port 205 leads from the left-hand end of the chamber|92'to the atmosphere. The port 204 is connected by a conduit 203 to apassage 201 in the casing 208 of the control device (Figs. 3, and 8)which is operated under the inuence of the vehicle speed andsub-atmospheric pressure in the engine intake manifold. This controldevice is for the main part the subject matter of my copendingapplication Serial No. 644,850 filed February l, 1946.

A passage 2|0 (Fig. 8) leads from the pump |03 to a passage 220 in thecasing 208. Valve member 2|| (Figs. 5 and 8), having a cylindrical valvechamber 2|2, is rotated through gears 2|3 and 2|4 fast on the projectingshank of the member 2|| and on the tail shaft, respectively. The member2|| has ports 2|5 registering with groove 2|6 in standard 2|1, in whichthe member 2|| is mounted. The member 2|| also has ports 2|8 registeringwith groove 2|9 in the standard, and the passage 220 leads to thisgroove. Pivoted on the outer end of the member 2|| are fly weights 22|having arms carrying pins 222 extending into a groove 223 on a valvesleeve 224 slidable in member 2| I. Siidable in the sleeve 224 isanother valve member 225, the outer end of which is held in engagementwith plunger 226 by spring 221 compressed between the inner end of thechamber 2|2 and a ange 230 on the member 225. 'Ihe valve sleeve 224 hasradial ports 228 and groove 228a adapted to register with the ports 2| 8and groove 2|9 and the member 225 has radial holes 229 and a groovedport 229a adapted to register with ports 228. Holes 229 connect with anaxial passage 23| in the member 225. There is a groove 232 in the boreof the standard 2|1 and this groove, through holes 232a in the member 2|I, remains in communication with a space 233 between the members 2|| and225, and a vent port 234 opens the groove 232 to the atmosphere.

Plunger 226 is carried by a diaphragm 236 which is secured to the casing203 by a cap 231. The chamber 238 within the cap is connected by aconduit 239 to the engine intake manifold |40 (Fig. 7). The shank of theplunger (Fig. 5) is slidable in a boss 24| on the cap 231 and a spring242 around the boss 243 tends to move the plunger inwardly in oppositionto spring 221. A spacer member 244, slidably mounted in the bore of theplunger shank, has a slot 245 fitting over a pin 246 carried by theshank. Except when there is fluid pressure acting on the valve member225 to move the latter outwardly to its extreme position, springI 241,acting on the spacer member 244, always maintains the end of the slotagainst the pin 243 so that the outer end of the member 244 is in itsfully projected position, as shown in Fig. 5. This is true even whenlowest subatmospheric pressure exists in chamber 238, at which time theouter end of the member 244 abuts the bottom of the boss 24| and theouter end of the plunger shank is held out of contact with the bossbottom.

The speed and Vacuumcontrol device is so arranged that as the weights22| move out in response to increased vehicle speed they move the valvesleeve 224 inwardly (to the left as viewed in Fig. 5) and as thesub-atmospheric pressure in the intake manifold and thus in the chamber233 increases due to the increased speed l oi the engine relative to theposition o! the accelerator pedal |30, the valve member 229 also movesto the right as viewed in Fig. 5. With the transmission in geared driveand the vehicle speed below the governed speed, which is about niteenmiles per hour, the ports 2|8 are' closed to the ports 229 and there isno fluid flow from the pump |03 to the passage 203. These ports,however, may be placed into communication with each other at any speedabove the governed speed depending upon the pressure in the chamber 238.Thus the valve member 225 selects the speed. above the governed speed,at which this occurs. so that the valve member |93 is moved to eilectoperation oi the direct drive clutch 34 and release the geared drivebrake 50, as already described, up shift from seared drive to directdrive being thereby accomplished. Before the up shift is effected, theinner end ol' the valve member 224 does not cover the groove 229*l sothat the passages 203 and 201 are open to the vent 234 through thepassage means in the valve member 225. When the ports 2|8 and 229a arebrought into register, the inner end of the valve member 224 closes theports 229* from the vent 234 and the pressure uid passing through port229 and passage 23| acts against flange 230 on the valve member 225 tomove the latter and the plunger 223 to their extreme outer position, atwhich time the outer end of the plunger shank is moved into engagementwith the bottom of the boss 24|'. As the valve member 225 is thus movedto its extreme outer position, beyond that shown in Figs. 5 and 8, thesleeve valve 224 has to move to a position below its governed speedposition before the pressure iiuid through the device is cut oil and theinner end of the sleeve Valve 224 opens the vent 234 to the passagemeans in the valve member 225. Thereupon pressure on the end of thevalve member |93 is relieved, the valve moves to the right (Fig. 8) andthe direct drive clutch 34 is released and at the same time valvemembers |38 and |43 move to the left, due to loss of pressure to theleft of member |46, the geared drive brake 50 being applied to againestablish geared drive.

Means are provided for overruling the action of the governor device,when effective to establish direct drive, in order that geared drive maybe established at the will of the driver. One means oi' obtaining thisoverruling consists of solenoid 252 (Figs. 3 and 8), associated with thedirect drive control device |23, and energized under the control of theaccelerator pedal |30 (Fig. 7).

The armature member 253 oi' the solenoid is connected to the valve |99.Battery 254 is connected with line 255 to the solenoid and interposed inthe line is the usual switch 2.56 for the engine ignition system, aswitch 251 operated by the accelerator pedal, and a wind switch 258which is normally closed. The switch 251 may comprise stationarycontacts and a contact movable by the accelerator pedal. The switch 251is only closed while the accelerator pedal is in overdrive position,that is, beyond its wide open throttle position. Thus, upon pressing theaccelerator down to this latter position, the circuit to the solenoid isestablished whereupon the valve |99 is moved to the right (Fig. 8) toclosed postion, even through the intake manifold pressure andcentrifugal force dictate that the valve should be in open position.With the valve |99 closed. port |93 is shut ofl.' from the pressurefluid in the conduit 203 leading from the speed and vacuum controldevice and the left-hand end of the valve chamber |92 is vented throughthe passage 205 to the atmosphere. The spring |91 moves the valve member|96 to the right breaking the communication between the ports |29 and|34 and thereby cutting oft uid pressure through the passage |33 to thedirect drive clutch 64 and to the chamber at the left of the valvemember |46. At the same time the pressure in the passage |33 and thischamber is relieved through the vent ports 200. Thereupon the clutch isreleased and the valve members |38 and |46 are shifted to the left sothat the brake 50 is applied, thus effecting shift down to geared drive.

The wind switch 258 is provided to prevent shift down from direct driveto geared drive when the vehicle is traveling at high speed, say abovefifty miles per hour, and the accelerator pedal is depressed to itsoverdrive position. If the shift down were effected at higher speeds,the brake band I, when applied to the reaction member 52 probably wouldbe unduly worn. This switch may comprise two contacts, one of which isconnected to a paddle 259 positioned in the air stream of the coolingfan (not shown) of the engine, the contacts being held innormalengagement by a spring 260, and the paddle being operated by theair pressure to open the switch when the vehicle speed reachesapproximately fifty miles per hour. l

A manually operated switch 26| (Figs. '7 and 8) on the vehicleinstrument board is also provided as another means by which the drivermay shift down at will from direct drive to geared drive. The switch 26|is in parallel with the switches 251 and 258, and in series with theignition switch 256 so that when switch 26| is closed by the driver thesolenoid is actuated and the shift down is accomplished the same as whenthe accelerator switch 251 is closed with the wind switch 258 in closedcondition. When the switch 26|' is closed the shift down will beaccomplished even though the vehicle speed is over fty miles per hour.

With the valve |99 closed by the solenoid by operation of either switch251 or 26| and the transmission in geared drive, if the throttle valvewere fully closed, as when coasting downhill, the valve |54 would openthe chamber |43 of the valve device |24 to the intake manifold and thelow pressure in the chamber would overcome the spring |39 and move valvemember |38 to the right (Fig. 8). This would result in release of thegeared drive brake, which of course would be objectionable. Provision istherefore made to prevent shifting of the valve |38 to the right undersuch conditions. To this end, the valve |99, when moved to the right bythe solenoid 252, carries its wide groove into register with port 263 sothat pressure fluid iiows from the passage 206 through port 204, groove20|, port 263. conduit 264 and port 265 to the right-hand end of thechamber for valve member |38. The pressure thus exerted on the valve |38holds it to the left regardless of throttle position.

The valve |99 (Figs. 3 and 8) has a narrow groove 266 connected withbore 261 in the valve by a hole 268. Upon opening of the switch 251 or26| by the operator, the solenoid is deenergized and the spring 203moves the valve |99 back to the left and in this position the groove 266is in registry with the port 263, so that the pressure fluid in theconduit 264 and in the right-hand end of the chamber for the valve |38is relieved through the valve |99 and the vent 205, so that 12 thevacuum in the chamber |43 will move the valve member |38 to the right ifthe throttle |51 (Fig. 7) is closed.

A lock 21| (Figs. 4 and 8) is provided to prevent sliifting of thetransmission to neutral or reverse while the vehicle is moving and theshift mechanism is in forward position. A piston 212 and its spring 213are mounted in a chamber 214 in the case I1 and under the shift rod 86and sleeve 99. The outer end ofthe chamber 214 is connected by a passage215 to the outlet side of the rear pump |06. When the shift mechanism ismoved to forward position with the engine idling and the vehiclestationary, a notch 216 in the shift sleeve 99 is moved opposite the endof the shank of the piston 212. At such time the valve ||2 is closed,there being no fluid pressure in the passage 215. Upon operation of theaccelerator and movement of the vehicle, fluid iiows from the passage215 into the outer end of the chamber and moves the piston inwardagainst the pressure of the spring 213, the end of the piston shank thenengaging in the notch 216 and locking the shifting mechanism in forwardposition until the vehicle is brought to a stop, whereupon the shiftmechanism may be moved to neutral or reverse position, if desired.

Means are also provided to prevent the driver from starting the engineexcept when the shift mechanism is in neutral position. To this end aswitch 280 (Figs. 3 and 8), comprising stationary contacts and a movablecontact 28|, is positioned in the line 282 to engine starting motor 283,and starting motor switch 283B, and the switch 280 is closed only whenthe shift mechanism is in neutral by a projection 284 on the shift forkengaging a plunger 285 carrying the contact 28|. p

It will be understood that various forms of the invention other thanthose described above may be used without departing from the spirit orscope of the invention.

Certain subject-matter disclosed in this application, such as thespecific means for operating brake device 50, is disclosed and claimedin Forest R. McFarland application Serial Number 659,774, filed April 5,1946, for Transmission.

I claim: Y

l. In a transmission for motor vehicles, change speed mechanism,pressure fluid operated means for controlling operation of saidmechanism for different ratio drives, a iiuid pressure system adapted tooperate said means, and including pump means, driver operated shiftmechanism for controlling operation of the transmission for forward orreverse drive or neutral, means operated by the fluid pressure forlocking the shift mechanism against operation while the latter is inforward position and the vehicle is in motion, and a valve preventingoperation of said locking means when the shift mechanism is inforwardposition, the engine is idling and the vehicle is standing still.

2. In a transmission for motor vehicles driven by an engine and having afuel intake manifold, a power shaft, a driven shaft, planetary gearingincluding a carrier adapted to drivingly connect the shafts, a brakedevice for the carrier, a clutch device for locking the gearing forunitary rotation, a pressure fluid system, a valve device in the systemresponsive to the pressure in the intake manifold for controllingoperation of the'` brake device, a second valve device for controllingoperation of said clutch device and the brake device, and compound valvemeans in the fluid system responsive to engine speed and the pressure inthe'intake manifold and having a fluid passage connected to said secondvalve device whereby the iiuid owing through said compound valve meansand passage into said second valve device actuatesthe latter to causeengagement of the clutch device and release of the brake device.

3. In a transmission lfor motor vehicles driven by an engine and havinga fuel intake manifold, a power shaft, a driven shaft, planetary gearingincluding a carrier adapted to drivingly connect the shafts, abrakedevice for the carrier, a clutch device for locking the gearing forunitary rotation, a pressure fluid system, a valve device in the systemresponsive to the pressure in the intake manifold for controllingoperation of the brake device, a second valve device for controllingoperation of said clutch device and the brake device and comprising twovalve chambers, a port connecting the two chambers, a valve member inone of said chambers adapted to open and close said port, and a secondvalve member movable in the other chamber and adapted to connect saidclutch device and first-mentioned valve device to fluid flow, andcompound valve means responsive to engine speed and the pressure in theintake manifold and having a fluid passage connected to the chamberhaving said first-mentioned valve member whereby the fluid flowingthrough said compound valve means and passage means into such chamberoperates said second valve member to cause engagement of the clutchdevice and release of the brake device.

4. In a transmission for motor vehicles driven by an engine and having afuel intake manifold, a power shaft, a driven shaft, planetary gearingincluding a carrier adapted to drivingly connect the shafts, a brakedevice for the carrier, a clutch device for locking the gearing forunitary rotation, a pressure fluid system, a valve device in the systemresponsive to the pressure in the intake manifold for controllingoperation of the brake device, a second valve device for controllingoperation of said clutch device and the brake device, compound valvemeans in the fluid system responsive to engine speed and the pressure inthe intake manifold and having a fluid passage connected to said secondvalve device whereby the fluid owing through said compound valve meansand passage into said second valve device actuates the latter to causeengagement ofthe clutch device and release of the brake device, andmeans operable at the will of the driver for effecting operation of saidsecond valve device to cause release of the clutch device and engagementof the brake device and thus overrule the compound valve means.

5. In a transmission for motor vehicles driven by an engine and having afuel intake manifold, a power shaft, a driven shaft, planetary gearingincluding a carrier adapted to drivingly connect the shafts, a brakedevice for the carrier, a clutch i device for locking the gearing forunitary rotav release of the clutch device ll l) ond valve deviceactuates the latter to cause engagement of the clutch device and releaseof the brake device, and switch means operable at will by -the driverfor energizing said solenoid to overrule said compound valve means andeffect and engagement of the brake device.

6. In a transmission for motor vehicles driven by an engine and having afuel intake manifold, a power shaft, a driven shaft, planetary gearingincluding a carrier adapted to drivingly connect the shafts, a brakedevice for the carrier, a clutch device for locking the gearing forunitary rotation, a pressure fluid system. a valve device in the systemresponsive to the pressure in the intake manifold for controllingoperation of the Abrake device, a second valve device for controllingoperation of said clutch device and the brake device and comprising twovalve chambers, a port connecting the two chambers, a valve member inone of said chambers adapted to open and close said port, and a secondvalve member movable in the other chamber and adapted to connect saidclutch device and first-mentioned valve device to fluid flow, compoundvalve means responsive to engine speed and the pressure in the intakemanifold and having a fluid passage connected to the chamber having-said first-mentioned valve memberwhereby the fluid flowing throughsa'id compound valve means and passage means into such chamber operatessaid second valve member to cause engagement of the clutch device andrelease of the brake device, a solenoid connected to saidfirst-mentioned valve member of said second valve device, and switchmeans operable at will by the driver for energizing said solenoid tocause said first-mentioned valve member to close said port, thusoverruling said compound valve means and effecting release of the clutchdevice and engagement of the brake device.

'1. In a transmission for motor vehicles driven by an engine and havinga fuel intake manifold. a power shaft, a driven shaft, planetary gearingincluding a carrier adapted to drivingly connect the shafts, a brakedevice for the carrier, a clutch device for locking Ithe gearing forunitary rotation, a pressure fluid system, a valve device in the systemresponsive to the pressure in the intake manifold for controllingoperation of the brake device, a second valve device for controllingoperation of said clutch device, automatic means responsive to theengine speed and the pressure in the intake manifold for controllingsaid second valve device, a device operable at the will of the operatorfor overruling said automatic means, and means for preventing operationof said' first valve device under the influence of the pressure in theintake manifold while said automatic means remains overruled.

8.' In a transmission for motor vehicles driven by an engine and havinga fuel intake manifold, a power shaft, a driven shaft, planetary gearingincluding a carrier adapted to drivingly connect the shafts, a brakedevice for the carrier, a clutch device for locking the gearing forunitary rotation, a pressure fluid system, a valve device in the systemresponsive to the pressure in the intake manifold for controllingoperation of the brake device, a second valve device for controllingoperation of said clutch device and the brake device, a solenoidassociated with said second valve device, compound valve means in thesystem responsive to engine speed and the pressure in the intakemanifold for controlling operation of said 15 second valve device tocause engagement of the clutch device and release of the brake device,`switch means operable at will by the driver for energizing saidsolenoid to overrule said compound valve means and effect release of theclutch device and engagement of the brake device, and means forpreventing operation of said first valve device under the iniiuence ofthe pressure in the intake manifold while said compound valve meansremains overruled.

9. In a transmission for motor vehicles driven by an engine and having afuel intake manifold, a power shaft, a driven shaft, planetary gearingincluding a carrier adapted to drivingly connect the shafts, a brakedevice for the carrier, a clutch device for locking the gearing forunitary rotation, a pressure fluid system, a valve device in the systemresponsive to the pressure in the intake manifold for controllingoperation of the brake device, a second valve device for controllingoperation of said clutch device and the brake device, compound valvemeans responsive to engine speed and the pressure in the intake manifoldand having a fluid passage leading to said second valve device wherebythe iiuid flowing through said compound valve means and passage meansinto said second valve device causes engagement of the clutch device andrelease of the brake device, a solenoid associated with said secondvalve device, switch means operable at will by the driver for energizingsaid solenoid to operate said second valve device and overrule saidcompound valve means, thus effecting release o f the clutch device andengagement of the brake device, and means for preventing operation ofsaid rst valve device under the control of the pressure in the intakemanifold while said compound valve means is overruled.

10. In'a transmission for motor vehicles driven by an engine and havinga fuel intake manifold, a power shaft, a driven shaft, planetary gearingincluding a lcarrier adapted to drivingly connect the shafts, a brakedevice for the carrier, a clutch device for locking the gearing forunitary rotation, a pressure fluid system, a valvedevice in the systemresponsive to the pressure in the intake manifold for controllingoperation of the brake device, a second valve device for controllingoperation of said clutch device and the brake device, compound valvemeans responsive to engine" speed and the pressure in the intakemanifold and having a fluid passage leading to said second valve devicewhereby the fluid flowing through said compound valve means and passagemeans into said second valve device causes engagement of the clutchdevice and release of the brake device, a solenoid associated with saidsecond valve device, switch meansoperable at will by the driver forenergizing said solenoid to operate said second valve device andoverrule said compound valve means, thus effecting release of the clutchdevice and engagement of the brake device, and a conduit leading fromsaid second valve device to said rst valve device and opened when saidcompound valve means is overruled to permit fiuid flow through saidconduit to said first valve device in order to prevent operation of saidfirst valve device while said compound valve means remains overruled.

l1. In a transmission for motor vehicles driven by an engine and havinga fuel intake manifold, a power shaft, a driven shaft, planetary gearingincluding a carrier adapted to drivingly connect the shaftsya brakedevice for the carrier, a clutch device for locking the gearing forunitary rotation, a pressure fluid system, a valve device in the systemresponsive to the pressure in the intake manifold for controllingoperation of the brake device, a second valve device for controllingoperation of said clutch device and the brake device and comprising twovalve chambers, a port connecting the two chambers, a valve member inone of said .chambers adapted to ope'n and close said port, and a secondvalve member movable in the other chamber and adapted to connect saidclutch device and firstmentioned valve device to iiuid fiow, compoundvalve means\responsive to engine speed and the pressure in the intakemanifold and having a fluid passage connected to the chamber having saidfirst-mentioned valve member whereby the fluid flowing through saidcompound valve means and passage means into such chamber operates saidsecond valve member to cause engagement of the clutch device and releaseof the brake device, a solenoid connected to said first-mentioned valvemember of said second valve device, switch means operable at will by thedriver for energizing said solenoid to cause said firstmentioned valvemember to close said port, thus overruling said compound valve means andeffectng release of the clutch device and engagement of the brakedevice, and a conduit leading from the chamber having saidfirst-mentioned valve member to said first valve device, the conduitbeing opened when the compound valve means is overruled so that fiuidpassing through the conduit prevents operation of said first valvedevice under the infiuence of the pressure in the intake manifold.

12. In a transmission for motor vehicles driven by an engine and havingan intake manifold, a power shaft, a driven shaft, planetary gearingincluding a carrier adapted to drivingly connect the shafts, a brakedevice for the carrier, a clutch device for locking the gearing forunitary rotation, a pressure fiuid system including valve mechanisms forcontrolling operation of thek brake device and clutch device by pressurefluid, the brake device being engaged and the clutch device disengagedwhen the transmission is in geared drive, means responsive to thevehicle speed and the pressure in the intake manifold for operating thevalve mechanisms to disengage the brake device and engage the clutchdevice upon shift-up from geared drive to direct drive, a solenoidconnected with part of said valve mechanisms, a switch in circuit withsaid solenoid and operable at the will of the driver to cause operationof the solenoid and overrule said speed and pressure responsive means,and a normally closed switch in circuit with said driver operated switchand said solenoid and responsive to vehicle speed so that thenormally-closed switch is opened to prevent the overruling of said speedand pressure responsive means upon operation of said driver operatedswitch while the vehicle is traveling above a certain speed.

13. In a transmission for motor vehicles driven by an engine and havingan intake manifold, a power shaft, a driven shaft, planetary gearingincluding a carrier adapted to drivingly connect the shafts, a brakedevice for the carrier, a clutch device for locking the gearing forunitary rotation, a pressure fiuid system including valve mechanisms forcontrolling operation of the brake device and clutch device by pressurefiuid, the brake device being engaged and the clutch device disengagedwhen the transmission is in geared drive, means responsive to thevehicle speed and the pressure in the intake manifold for operating xthevalve mechanisms to disengage and operable at the will of the driver tocause operation of the solenoid and overrule said speed and pressureresponsive means, and a wind switch in said circuit and opened only whenthe vehicle is traveling above a certain speed.

14. In a transmission for motor vehicles driven by an engine and havingan intake manifold. a power shaft, a driven shaft, a planetary gearingincluding a carrier adapted to drivingly connect the shafts, a brakedevice for the carrier, a clutch device for locking the gearing forunitary rotation, a pressure iluid system including valve mechanisms forcontrolling operation of the brake device and clutch device by pressureiluid, the brake device being engaged and the clutch device disengagedwhen the transmission is in geared drive, means responsive to thevehicle speed and the pressure in the intake manifold for operating thevalve mechanisms to disengage the brake device and engage the clutchdevice upon shift-up from geared drive to direct drive, a. solenoidconnected with part of said valve mechanisms, a switch in circuit withsaid solenoid and. operable at the will of the driver to cause operationof the solenoid and overrule said speed and pressure responsive means, anormally closed switch in circuit with said driver operated switch andsaid solenoid and responsive to vehicle speed so that thenormally-closed switch is opened to prevent the overruling of said speedand pressure responsive means upon operation ci.' said driver 18operated switch while the vehicle is traveling above a certain speed,and a. second switch operable at the will of the driver and in circuitwith said solenoid but out of circuit with said speed responsive switchwhereby the driver may overrule said speed and pressure responsive meansthough the vehicle is traveling above said certain speed. /f

FOREST R. MCFARLAND.

REFERENCES CITED The following references are of record in the le ofthis patent:

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